Railway car



.Apri l2 8, 1942. v P. PARKE'ErA 2,281,245

RAILWAY CAR Filed Aug. 9, 1938 5 Sheets-Sheet l r n .PcztewPaw/he mg i vis? mall-0m 5 April 2s, 1942.

I P. PARKE ETAL RAILWAY CAR Filed Aug. 9;, 1938 5 Sheets-Sheet 4 April28, 1942. P. PARKE ETAL RAILWAY CAR Filed Aug. 9, 1938 5 Sheets-Sheet 5ATTORNEYS.

Patented Apr. 28, 1942 UNITED STATES PATENT OFFICE RAILWA! can PeterParke and Nils A. Thunst rom, Chicago, 111.,

assignors to ThePullman Company, Chicago, 111., a corporation ofIllinois Application August 9, 1938, Serial No. 223,963

Claims.

upper berth is eliminated and provides for maximum comfort alike to thepassengers, whether tric loading of buflf and draft forces wouldnecessitate adding metal in the center sill, thereby increasing itsweight. The present-day demand for lighter weight equipment makes thisundesirable.

Among the principal objects of the present invention, then, are thefollowing: To provide a railway car of the duplex type having adequatethey be traveling in the upper or the lower rooms.

In this car, as in other cars, the railway mail specifications requirethat all buff and draft loads shall be figured as being carried by thelongitudinal members positioned below the floor level, and certain carbuilders, as a matter 'of practice calculate the center sill alone tocarry these loads. Although these specifications were drafted for use indesigning mail cars, the general practice is toapply them to passengercars as well.

In order to have as light a member as possible and yet one havingsufiicient strength to carry the buff and draft loads, it is necessaryto so position the center sill that the line of bull anddraft will liesubstantially along the horizontal line passing through the centers ofgravity of the various center sill cross-sections throughout the lengthof the sill. For the sake of convenience this horizontal line will bereferred to as the longitudinal axis of the center sill, and in order toeliminate eccentricity this axis should be substantially a straightline. Any deviation of this axis from a straight line results in theproduction of eccentricity in the end loading on the center sill,thereby producing a bending moment in the center sill. This conditionrequires the use of additional material in the center sill which addsweight to the car.

In many cars the lines of bull and draft do not coincide, because thebufling loads are carried partly through the buffers positioned on theend sills and partly through the couplers, while the draft loads aretransmitted entirely through the couplers. In these cars it is desirableto have the line of bull very nearly correspond with the longitudinalaxis of the center sill.

It is desirable to increase the distance between the floor and the roofof the car in order to provide adequate headroom in the lower and upperrooms. One way to provide this head room would be to depress the centersill along with the other longitudinal framing members in theunderframe, thereby lowering the floor,

head room for both the lower and upper'rooms, and having a center silladapted to carry bull and draft loads with a minimum of eccentricity inthe application of such loads. or Other objects and advantages willbecome apparent as the disclosure proceeds and the description is readin conjunction with the accompanying drawings, in which Fig. 1 isadiagrammatic plan view showing the general floor plan arrangement of therooms and the aisle, only the portion of the car from approximately itscenter to the non-articulated end being shown;

Fig. 2 is a diagrammatic plan view showing the general floor planarrangement from approxi mately the center of the car to the articulatedend. This figure completes the showing of Fig. 1;

, Fig. 3 is a diagrammatic view in side elevation,

showing the general arrangement of the upper and lower bedrooms;

Fig. 4 is a fragmentary plan view of the car underframe, showing theportion from approximately the center of the car to the vestibule ornon-articulated end;

Fig. 5 is a fragmentary plan view of the car underframe showing theportion from approximately the center of the car to the articulated end.This figure completes the showing of Fig. 4;

Fig. 6 is a fragmentary side elevational .view of the portion of theunderframe included in Fig. 4; v

Fig. 7 is a fragmentary side elevational view of. the portion 01' theunderframe included in Fig. 5;

but the increased stresses caused by the eccen- Fig. 8 is a verticallongitudinalsectionai view of the portion of the underframe shown inFig. 4, and is taken on the line 8-8 of Fig. 4;

Fig. 9 is a vertical longitudinal sectional view of the portion of theunderframe shown in Fig. 5, and is taken on the line 9-9 of Fig. 5;

Fig. 10 is a transverse sectional view of the car underframe taken'atthe bolster along the line I fl-IO of Fig.4, and shows portions of theside posts and the method of tying them into sid sills;

Fig. 11 is a transverse sectional view of a por-v tion of theunderframe,taken at one of the needle beams on the line II-II of Fig. 5;

Fig. 12 is a transverse sectional view of a portion of the underframe,showing the jacking beam and. taken on the line I2-I2 Fig.

Fig. 13 is a transverse sectional view of the car taken at substantiallyits center portion, and shows in broken lines a portion of the carinterior equipment;

Fig. 14 is a fragmentary transverse sectional view of the car taken inthe region of the trucks, showing the relationship between the centersill and the side sills and floor stringers in this region;

Fig. 15 is an enlarged fragmentary plan view of the underframe at thenon-articulated end of the car showing the coupler mechanism; and

Fig. 16 is a longitudinal sectional view through the portion of theunderframe shown in Fig, 15,

' General organization Referring to Fig. 3, a car body is shownsupported on a pair of trucks 26, 21. For the purpose of illustration,the car is articulated at one end and non-articulated at the other end.Obviously the invention is equally applicable to a completelyarticulated car, or to one which is wholly non-articulated. To aid thedescription we will refer to the non-articulated end of the car as the Aend, and the articulated end of the car as the 13 end.

At the A end the car body is provided with a vestibule 28 (Fig. 1) ofthe usual type, having door openings at 29 and 38 which are closed bythe usual doors 3I and 32. Steps (not shown) are furnished to permitpassing to and from the car, and trap doors 33 and 34 cover up the stepsand finish out the floor of the vestibule 28. At the B end of the carbody a passage 35 permits communication between the present car and anadjoining car. There are no outside doors at this latter end. Doors 36,31, are provided at the A and-B ends, respectively, of the car, and arehinged to end framing members and permit passage to and from the carinterior.

In a further eifort to simplify the description.

of the particular embodiment of the present invention the side of thecar, indicated by the letter C, will be referred to as the bedroom side,and the opposite side, indicated by the letter D, will be referred to asthe aisle side.

Extending throughout the length of the car is an aisle 38, which passesalong the. aisle side of the car. The bedrooms are positioned entirelyalong the bedroom side of the car, and open onto the aisle 38. In theparticular embodiment chosen, duplex rooms are positioned in the regionbetween the trucks, as shown in Fig. 3, and over thetruck at the A endof the car a pair of bed- 7 rooms 39, 48, are provided, both being onthe same level and having a communicating door 4| and a. slidingpartition 42 separating them. Be tween the room 39 and the A end of thecar is a lavatory 48, having the usual hopper 49, washstand 58, anddressing shelf 5I. A door 52 gives access to the lavatory. Also at thisend is positioned a porters seat 53.

Further along the car, toward the center, is

an upper room 43, separated from the room 48 by a solid wall 44. Fromthis point to the region over the truck on the B end of the car are aplurality of duplex rooms. Over the articulated truck are an upper room46, a locker 41 for housing equipment and porters supplies, and a locker55 for housing electric panels, switches, etc.

The duplex rooms are indicated at 56 to 61, inclusive, 43 and 46, andare arranged in most part in pairs, as, for example, 56 and 51, with apartition 68 separating the two. This partition is provided with acommunicating door 69 see Fig. 1), and a sliding partition 18 adapted tobe pu hed into a recess between spaced panels 1 I, 12, mak- .ing up thestationary portion of the partition 68.

, When it is desired to provide communication between two adjoiningbedrooms, such as rooms 56 and 51, the door 69 may be swung back intoone of the rooms; as, for example, room 56, against the outside door 13,thus closing oflE this latter door but giving access to an outside door14 from either of the bedrooms 56 or 51. If it is de- I sired to openthe partition 68 still further, sliding partition 18 may be pushed backinto the recess between the panels H and 12.

The upper rooms also are arranged, in most instances, in pairs,as, forexample, rooms 58 and 59, and stairs 16, together with outside doors 11,18, afford access to these adpoining rooms. A partition 19 separatesadjoining upper rooms, and a communicating door 88 places them en suite.This door is the only movable part of the partition 19. a

Each of the rooms is provided with a couch 8 I which extendstransversely of the car and is made into a bed for night use, a hopper82, and a washstand and other toilet facilities, indicated at 83.

Framing in general bule builer wing 95 at the non-articulated end of thecar, and a top frame 96,

Underjrame Extending longitudinally of the car throughout its length isa center sill 91, made up of a pair of Z-bars 98, 99, welded together atthe top, as indicated at I88. I'his sill extends from the vestibulebuffer wing 95 to the end frame 93, and through its entire length has alongitudinal axis which is substantially a straight line. Thisfeature'is ver desirable, since the center sill is the min bu! and draftload-carrying member, and with this axis lying substantially along theline of bull and draft there is a minimum'of eccentricity in theapplication of such loads. This fact greatly reduces the stressing ofthe center sill, and permits the-use of a lighter member.

Positioned at the sides of the car are a pair of side sills I8I, I82,which, as shown, are angle bars, and extending transversely of the carbetween the side sills are a plurality of cross-bearers consisting of abody bolster I83 which supthese transverse members there are a pluralityof shallow cross-bearers I08 (sometimes referred to as cross ties),which extend between the center sill and the side sills, and support thefloor and equipment mounted on the under side of the car. Extendinglongitudinally of the car is a pair of floor stringers I 09-, H0,resting on the shallow cross-bearers, as shown in Fig. 14, and on top ofthese floor stringers is mounted the flooring III.

As shown in Fig. 10, floor stringers H3 and II! extend over the centersill with their top flanges and the top flanges of stringers I09 and Hlying in the same plane. The flooring III rests on top of these flanges,and in the regions over the trucks is positioned approximately four feetthree inches above the rails, which is the more or less conventionalfloor height.

The stringers H3, H4, I09 and H0 are provided with downward inclinationsat II5 (see Figs. 6 to 9 inclusive) toward the level of the top surfaceof the center sill, and stringers H3 and Ill continue as flattenedZ-bars throughout the region between the trucks, as shown in Fig. 13, sothat in this region the floor level is lowered approximately six inches.The side sills IOI and I02 also are depressed between the trucks.

Over the trucks the shallow cross-bearers I08 extend through the Z-barsH3, H4, respectively, resting upon the center sill (as best shown inFig. 14), and are secured at their other ends to side sills; while inthe central region between the trucks these cross-bearers are secured tothe sides of the center sill by means of brackets Hi, to which areriveted the cross-bearers, as indicated at Ill.

The jacking beam I06 (see Fig, 12) is made up of a web portion II8, atop flange II9 which extends from side sill to side sill passing overthe center sill, and bottom flanges I which ter-' minate at and arewelded to the center sill, as shown at I2I. A reinforcing plate memberI22 joins the two bottom flanges I20, and is secured by rivets I23 tothese flanges. A vertically extending web I24 is placed between thebottom flange I20 and the top flange II9, directly over the jacking padI01, and is welded in place, as,

indicated at I25. The floor stringers I09, IIO, are riveted to thejacking beam by means of brackets I26. It is to be understood that oneof these jacking pads, I01, is positioned on each end of the jackingbeam, and that the structure of the jacking beam on both sides of thecenter sill is identical.

The deep cross-bearers I04, I05 (see Fig. 11) comprise a pair of websI21, one placed on each side of the center sill, and a flange I28completely surrounds each of the webs I21. The floor stringers I09,IIIl, are riveted to the crossbearers by brackets I34, and a reinforcingplate I29 joins and is secured to the bottom flanges of the webs I21.

All of the various longitudinal members tie into the end' sill I30 atthe articulated end in some suitable manner, as shown in Fig. 5, andinto the vestibule end sill I3I at the non-articulated end in the caseof the center sill, as best shown in Fig. 4, and into the body end sillI32 in the case of the other longitudinal members. A pair oflongitudinal members I69 extend from the vestibule end sill I3I to thebody end sill I32, and each is suitably secured in place.

The' spacing of the shallow cross-bearers I08 depends largely upon theweights and location of the various pieces of equipment to be supported,

for example, heavy equipment will normally require close spacing of theshallow. cross-bearers, as indicated in Fig. 5.

Because of the extremely low floor level between v the truck regions itis often difilcult to find room for mounting of equipment, andconsequently provision must be made in the underframe to increaseavailable room. In Fig. 4 it will be seen that to the right of the deepcross-bearer I04 a portion of the floor stringer I I0 has been movedtoward the center sill so as to provide a large opening I33 forreceiving some large piece of equipment.

An attempt has been made to indicate in the drawings and descriptionwhere the various members are attached, and many riveted joints havebeen shown in the drawings. It is to be understood, however, that thenumber of rivets required at each joint is not accurately shown.

Welding has been used to a great extent in securing together many of themembers, and, of course, may be used in a great many places other thanthose shown.

The floor III may be made up of layers of cork or other suitablematerial placed on conventional flooring, and is supported on floorstringers, as best shown in Figs. 13 and 14. Along the sides of thefloor truss planks I are placed between the floor and the side wall, andextend the full length of the car body, projecting below the flooring.These planks are flanged inwardly at I86, thus providing a seal for thefloor along the sides of the car.

Floor supports I81, having flanges I88 engaging the flanges I88 .of thetruss planks I85, extend upwardly from and are secured to the verticalflanges I89 of the side sills. I

Projecting downwardly from the-sides of the car are skirts I90,indicated in broken lines in Fig. 13, and they are provided withstifiening flanges I9I and are supported from the underframe by means ofskirt supports I92. Flanges I93 extend along the top of the skirts forriveting purposes.

Referring to Figs. 4, 15, and 16, coupling mechanism, generallyindicated at I94, is provided for fastening the car to an adjoining carat the nonarticulated ends thereof. The specific details of thiscoupling mechanism do not constitute part of the present invention, andfor that reason only a general, brief description will suffice. Thecoupler itself is shown at I95 (Fig. 15), and extending rearwardly fromthe coupler head I 95 is a coupler shank I96. The center sill 91 of thecar underframe is spread adjacent to one end thereof, as indicated at91', and the coupler I95 with its shank I96 is supported between thesespread portions 91' of the center sill. A draft gear arrangement,generally indicated at I91, is provided at the rear end of the couplershank. This draft gear is adapted to take up shocks exerted on thecoupler head I95 due to the transmission of forces through the couplerand 'is fastened to the center sill 91-of the underframe in somesuitable manner to transfer forces from the shank I98 of the couplerinto the center sill. Arms I98 are provided on each side of the shankI96 of the coupler, and by means of springs I99 these arms I98 tend tohold the coupler normally in its central position shown in Fig. 15. Acoupler supporting member 200 is arranged to support the free end of thecoupler. The present coupler arrangement is very similar to the oneshown in the patent to Andrew Christianson No. 2,149,840, dated March'1, 1939. This patent clearly and completely details oi. constructionand operation oi a tight-lock coupler or the type illustrated in thepresent application.

We claim as our invention:

1. A railway car of the class described mounted on trucks and havingan-underirame including a center sill extending throughout the length ofthe car; the longitudinal axis 01' which is substantially a straightline, means at the ends oi.

'the car for receiving the bufijand draft loads,

the'relative positions 01 the center sill and said means being such thatthe longitudinal axis of the center sill will be substantially along theline of bail and draft applied at said means, car side sills lyingsubstantially in the horizontal projection of the center sill in theregion between the .sills lying within the horizontal projection of thecenter sill in the region between the trucks and positioned at a higherelevation with respect to the center sill in the regions over thetrucks, and

a 11001. Supp rted on the side sills throughout their length and spacedabove the center sill adjacent to the trucks.

3. A railway car mounted on trucks and having an underframe including abull and draft load-ca yin member which is positioned longitudinally oi.the car and whose resultant longitudinal axis is substantially astraight line, the position oi. said member being such that thelongitudinal axis is substantially in line with the *line of bufl anddraft, a longitudinal member on each side of the bud and draftload-carrying member and extending the full length oi the car, each ofsaid longitudinal members lying substantially in the horizontalprojection of the but! and draft loading-carrying member in the regionbetween the car trucks and projecting above the horizontal projection ofsaid load carrying member in the region over the trucks, and a floorsupported on said supporting members throughout their length and alsosupported on and spaced above the center sill adjacent to the tricks.

4. In a railway car having a pair 01 trucks, an underframe comprising acenter sill extending the full length of the car and whose longitudinalaxis is substantially a straight line, a pair of .side sills lyingsubstantially in the horizontal projection of the center sill in theregion between the trucks and being raised to a higher elevation in theregion above the trucks and floor stringers disposed with their upperedges above and closely adjacent to the plane oi. the top of the centersill in the region between the trucks and with their upper edges spaceabove the plane of the top of the center sill in the regions over thetrucks.

5. A railway car mounted on trucks and having an underframe including abutt and draft loadcarrying member which is positioned longitudimemberssupported on said longitudinal mem-v bers and disposed below the top orthe butt and draft load-carrying member inthe region between the trucksand on top of said load-carrying member in the regions adjacent to thetrucks.

PETER. PARKE. NILS a THUNSTROM.

I CERTIFICATE OF CORRECTION. I Patent No. 2,281,24 April 23, 19M. PETERPARKE, ET AL.

It is hereby certified that error appears in the printed specification6f the above nmnbered patent requiring correction as follqwsr Page 2,second colunin, line 29, for "adpoining" read --adjoiningpage 1+, firstcolumn, line 52, claim 2, after "and" insert --also slipportefl on andf; and that the said Letters Patent, should be read with this correctiontherein that the seine may confonn to the record of the case in thePatent Office, v Signed and sealed this 25rd day of June, A. D. 191.12.

Henry Van Arsdale, (Seal) Acting Commissioner of Patents.

